Railway-traffic-controlling apparatus



M rch 29 1927. a R. 'A. M CANN RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Oct. 2 1923 3 Sheets-Sheet 1 INVENTOR;

are 7 R. A. M CANN RAILWAY TRAFFIC CONTROLLING APPARATUS .Filed Oct. 24. 1923 3 Sheets-Sheet 2 INVENTORI K, aflrvm r h 29 1927. Ma c R. A. M CANN RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Oct. 2 1925 s Sheets-Shanta R O T N E V m Patented Mar. 29, 1927.

UNITED STATES 1,622,469 PATENT OFFICE.

RONALD A. MOCANN, F SWISSVALE, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed October 24, 1923. Serial No. 670,502.

My invention relates to railway traffic controlling apparatus, and particularly to apparatus of the type wherein governing mechanism on a train is controlled by energy in the trackway. More particularly the present invention relates to the trackway portion of such apparatus.

I will describe one form of apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Figs. 1 and 1*, when placed end to end in the order named constitute a diagrammatic view showing a portion of one form of trackway apparatus embodying my invention. Fig. 2 is a view showing the remaining portion of the apparatus and also embodying my invention.

Similar reference characters refer to similar parts in each of the views.

Referring first to Figs. 1 and 1, the reference characters 1 and l designate the track rails of a single track F, over which traflio moves in both directions, which track is provided with a passing siding E. The stretch of track shown in the drawing is a unit complete in itself, so that if a plurality of these units are placed end to end they will form a system comprising a number of stretches of single track separated by passing sidings E.

The stretch of track shown in the drawing is divided by insulated joints 2 in to four sections AB, BC, C-D and DA.. Each section is provided with a track circuit comprising a source of current and a track relay located at one end of the section, and a second source of current and a second track relay located at the other end of the section. Each source of current is a transformer designated by the reference character G with an exponent corresponding to the location, the secondary of which is constantly connected across the rails at the corresponding end of the section. Each track relay is designated by the referenceicharacter T with an exponent corresponding to the location. Under normal conditions the primary of the transformer G at one end of each section is energized and the primary of the transformer G at the other end of each section is de'energized, and both track relays for each section are connected with the rails of the section so that both of. these relays are energized. For present purposes I will assume that these connections are constant for each section.

Traflic through the stretch of track shown in the drawing and moving from east to west is governed by three signals S, S and S whereas tratfic moving from west to east is governed by three signals S S and S. In the arrangement here shown, signals S and S are located at the entering ends respectively, of the track section DA containing the passing siding E, whereas sig nals S and S are located at the entering end, respectively, of the stretch of single track A D. Signals S and S are intermediate signals in the stretch of single track, and are staggered in location. As here shown, they are located at points B and C, respectively, although these specific locations are not essential.

The immediate control of each signal is accomplished by a line relay designated by the reference character H with the same exponent as that applied to the associated signal. Each of these relays in the form here shown is of athree-position alternating current type comprising a line winding 76 and a local winding 77. In order to sim plify the drawing, however, the local winding 77 is omitted from all the relays except relay H The local winding 77 is constantly supplied with alternating current from an adjacent transformer J through a circuit which will be obvious from the drawing without further explanation. The line winding 76 is supplied with alternating current of normal or reverse relative polarity, as will hereinafter appear.

Each signal is provided with a caution indication circuit and a proceed indication, which circuits are controlled by the associated relay H. Considering signal S for example, the caution circuit passes from the secondary of transformer J through wires L and 6, contact 7 of relay H wire 8, operating mechanism of signal S wire 9, and wire 4? to the secondary of transformer J This circuit is closed when relay is energized by current of either relative polarity. Theproceed indication circuit for signal S" is from transformer J through wires 4 and 6,, contact 7 of track relay H wire 10, contact 11 of relay I-I wire 12, operating mechanism of signal S and wires 9 and 4 to transformer .l This circuit closed only when relay H is energized by current of normal, relative polarity. it will be seen, therefore, that signal 9" indicates caution or proceed according as relay H is energized by current of reverse or normal relative polarity, and that this signal will indi cate stop whenever relay H is (ls-energized.

It is understood that each of the remaining signals shown in the drawing is provided with circuits similar to those just eX plained in connection with the signal S, but that such circuits are omitted from the drawing for the purpose of simplicity.

The circuit for the line winding 76 of line relay H is from the secondary of trans former K through wire 13, pole changer P wire 14;, contact 15 of track relay T wire 16, contact 17 of relay T wire 18, contact 19 of track relay T wire 20, back con tact 21 of a relay R wire 22, contact 23 of track relay T wire 24, winding 76 of relay H wires 25 and 4 and common wires and27, wire 43 at location A, wire 28, pole changer P and wire 29 to the secondary of transformer 1' The primary of transformer K is directly connected with the secondary of transformer J by wires 4 and e and the primary of transformer J is connected with a transmission line 5 which is constantly supplied with alternating current from a generator 3. Pole changer is operated by signal S in such manner that current of normal relative polarity is supplied to relay H when signal S indicates proceed or caution, but that current of re verse relative polarity is supplied to relay H when signal 8'' indicates stop. Of course, relay H will be (lo-energized when any one of the track relays T T T and T" is deenergized, that is, when there is a train anywhere between points A and C.

Line relay H of the other intern'iediate signal S is controlled in similar manner by means of pole changer 1?, contact 30 of track relay T, wire 31, contact 32 of track relay T contact 33 of track relay T back contact 34 of relay R and contact 35 of track relay T It follows that signal S will indicate stop when there is a train in section P C or 6-D.

The circuit for line relay H controlling signal S is from the secondary of transformer K through pole changer P wires 36 and 37, contact 38 of relay H wire 39, contact 40 of track relay T wire 11, contact t2 of track relay T wire 43, line winding of relay H wire 4A, wire 4 common wire 27, wire P at location B, and pole changer P to the secondary of transformer K. It will benoted that this circuit includes a front contact of relay H so that in the absence of other means signal S will indicate stop when there is a train iii-section A--B, B 0 or (3 D The circuit for lay H is provided, however, with a branch around contact 38 of relay H which branch passes from wire 36, through wire 45, contact 46 of relay R, and wire 47 to wire 3.). ll hen relay R is energized, it follows that the circuit for relay H will be closed, provided that track relays T and T are energized.

Relay ll is provided with a picleup circuit which passes from the secondary of transformer J, through wire 4 wire (54), back contact (Set of track relay T wire 6? back contact 62 of track relay T wire 61, circuit controller (it) operated by signal S, wire l9, winding of relay R and wires 58 and i to the secondary of transformer J. This circuit is closed only when track relays T and T are both (lo-energized and signal S" indicates either proceed or caution, and so it follows that relay R can be picked up only when an eastbound train passes signal 8*. The relay R is provided with a stick circuit which passes from secondary of transformer J through wires a and 70, back contact 69 of relay H wire 68, contact 67 of relay R wire 66, winding of relay R and wires 58 and 4 to the secondary of transformer d. It follows that when relay It becomes energized, it remains energized as long as relay H" is (ls-energized.

Line relay l-l. for signal r is controlled in the same manner as relay ll", that is, the circuit for relay l l includes pole changer P, contact 48 of relay H contact 4.?) of track relay T wire 50, and contact 51 of track relay T. This circuit provided with a branch around contact 48 of relay H", which branch includes contact 52 of relay Relay R is provided with a pick-up circuit controlled by circuit controller 71. on signal S and back contacts 72 and 73 of track relays T and T respectively, so that relay R can be energized only when a westbound train passes signal S Relay 13'' then remains energized as long as line relay H is de-energized.

Line relay H for signal S is controlled by pole changer P of signal S contact 52 of track relay T contact 53 of track relay T and contact 54 of track relay T. It follows that signa. S indicates stop when ever there is a t'ain in section DA or A.-B, and that when these sections a re both unoccupied the relative polarity of the current supplied to the relay H is determined by the position of signal S Relay H for signal S is controlled in the same manner as relay H, that is, it is controlled by pole changer P, contact 55 of track relay T, contact 56 of track relay 76 and contact 57 of track relay The signaling system which has thus far been described is what is termed the absolute permissive type, and operates in ac cordance with principles which are well un- Hit) lll)

n, In

rgeaaaeo derstood. It follows that no further explanation of the operation is required at this point.

The trackway apparatus illustrated in the accompanying drawings is intended for cooperation with train-carried apparatus which requires the supply of train governing energy from the trackway to permit the train to proceed. This energy comprises track circuit current connected across the rails ahead of the train and line current supplied between two points on at least one rail. Considering specifically the track circuit current, it is obvious that in'so far as the apparatus thus far described is concerned, a train moving toward the west would receive track circuit current from the transformer G located at the left hand end of each section except C]), but that a train moving toward the east would not receive track circuit current in any section except CD because the transformers G at the right hand ends of the remaining sections are normally disconnected from sources of current. For this reason the system includes auxiliary relays L and repeating relays M which serve to re verse the track circuits when necessary. Considering track section B-C specifically, relay L is provided with a circuit which passes from the secondary of transformer J through wires 4 and 78, back contact T9 of track relay T, wire 80, contact 81 of stick relay R wire 82, winding of relay L and wires 83 and 4 to the secondary of transformer J It follows that relay L can be energized only when an eastbound train enters section B-G, because this is the only time that relay R is energized, and it also follows that relay L will become de ener gized, as soon as such train passes out of section BC because back contact 79 of track relay 1 becomes opened at such time. While relay L is energized, relay M is energized by virtue of a circuit which passes from the secondary of transformer J, through wire 84, Contact 85 of relay L", wire 86, back point of contact of track relay T wire 87, back contact 34 of relay R wire 88, back point of contact 33 of track relay T wire 89, winding of relay M, and wires 90, P and 26 to the secondary of transforrw er J As long as relay L is de-energized, the primary of transformer Gr is connected with the secondary of transformer J through wire 84, contact 91, wire 92, primary of transformer G and wires 93 and 4 lVhen relay L becomes energized, this circuit is opened. As long as relay M isde-energized, track relay T is connected across the rails of section 13-4) through wire 9%, winding of relay T wire 95, back contact 96 of relay M and wire 97. WVhen relay M becomes energized, track relay T is disconnected from the rails and the primary of transformer G is connected with the secondary of transformer J through wire 101., contact 98, wire 100, and wire 1 It follows, therefore, that when an east-bound train enters section B-O, the closing of relays L and M operates to disconnect the source of current from the rails at the left hand end of the section, to disconnect track relay T from the rails at the right hand end, and to connect the source of current at the right hand end with the'rails of the section. The train, therefore, receives track circuit current from a source ahead of the train as long as the train is in the section. When the train passes out of section B-C, track relay T becomes energized, thereby .de-energizing relays R and R whereupon the track circuit is restored to its normal condition.

It will be noted that relay L which controls the reversal of the track circuit of section BC, remains energized only as long as a train is in the section, so that this relay cannot be used to remove line relay H from control of line relay H For this reason I have provided the two relays R and L the former of which controls signal S during eastbound train movements, and the latter of which controls the reversal of the track circuit for section B-C.

In section A 13 the reversal of the track circuit is accomplished by relays L and M Relay L is controlled by back contact 102 of track relay T and circuit controller 103 on signal S so that this relay can be energized only when an eastbound train passes signal S A stick circuit for relay L includes contact 104 of relay L and back contact 102 of track relay T so that relay L becomes (ls-energized as soon as an eastbound train passes point B.

Relays L and M for section D-A, and relays L and M for section C-D are controlled in the same manner as the relays L and M for section AB. It should be noted, however, that in section CD the transformer G at the right hand end of the section is normally connected with its source of current, and that when a westbound train enters the s *ct ion relays L and M become energized and function to dis connect this transformer from its source of current and to connect transformer G at the left hand end of the section with its source of current.

Referring now to Fig. 2, I have here shown the circuits for supplying local current of the train governing energy, and in order to simplify the drawing I have in this view omitted the circuits shown in Figs. 1 and 1 for controlling the several relays.

It is understood that the train-carried governing apparatus is so arranged that when the train receives local current of normal relative polarity and also track circuit current, a proceed indication is given aboard the train; when the train receives local current of reverse relative polarity and also track circuit current, a caution indication is given aboard the train; and when the supply of either local current or track circuit current or both is discontinued, a stop indication is given aboard the train.

In order to explain the apparatus shown in Fig. 2, I will assume that a westbound train enters section BC. Relay R is then closed, so that the secondary of transformer N is connected with the rails through \virc 105, resistance 11 1;, the two track rails of section 13-6 in multiple, resistance 11;? at the east end of the section, wires 106 and 107, contact 108 of relay R wire 109, back contact 110 of relay M wire 111, back contact 112 of relay L and wire 113 to the secondary of transformer N The 1111 ary circuit for transformer N is from the secondary of transformer J, through wire 4t, Contact 116 of relay H wire 11?, contact 118 of track relay T wire 119, primary winning of transformer N, wire 120, contact 121 of relay H and wire to the secondary of transformer J The contacts of relay H constitute a pole changer in this circuit, so that current of normal or reverse relative polarity is supplied to transformer. N according as relay H is energized or de-energized. It follows that if signal S in dicates proceed or caution, so that S" indicates proceed, the train will be supplied with local current of normal relative polarity and also with track circuit current, so that a proceed indication will be given on the train. If, however, signal S is at stop, relay H will be (lo-energized, so that local current of reverse relative polarity will be supplied to the train, and, consequently, a caution indication will be given on the train corresponding to the caution indication given by the wayside signal S As the train enters section AB it will receive local current from the secondary of transformer N the primary of which is supplied with current of normal or reverse relative polarity through the contacts 116 and 121 of relay H. Assuming that signal S is in the proceed or caution position, that is, assuming that relay H is energized, the sec-- ondary circuit for transformer N is through wire 122, front contact 123 of relay H wires 124i and 125, resistance 11 1, the rails of s c tion A-B, resistance 115, wires 126 and 127, back point of contact 128 of relay M wire 129, back pointof contact 130 of relay L and wire 131 to the secondary of transformer N Local current of normal relative polarity will then be supplied to the rails throughout the length of section A-l3, so that a proceed indication will be given on the train throughoutthis section.

If, however $1 11211 S indicates etc) that is if re lay H. is (lo-energized, current of reverse relative polarity will be supplied to the primary of transformer N", and the sec ondary circuit for this transforn'ier will be through wire 122, back point of contact 123 of relay H, wire 132, resistance 11%, the rails of section AB to resistance 115, and thence, as before, to the secondary of transformer N Under this condition local current of reverse relative polarity will be supplied to the train from resistance 115 to resistance 114:, but no local current will be supplied between resistances 114 and 11%. Consequently, the train will receive a caution indication as far as 11 1, and a stop indication from that point to resistance 11%.

V hile the westbound train is passing through section D A, it will receive local current from transformer N, the primary circuit of which is controlled by relay ll When signal S indicates proceed or caution, local current is supplied to section DA throughout the length of the section, he circuit including back contact 138 of relay M and back contact 13? of relay L, but when signal S indicates stop, local current of reverse relative polarity will be supplied from resistance 115 to resistance 114i, and no local current will be supplied from the latter point to resistance 11d.

While the westbound train is passing from point D to point C, local current will be supplied from transformer N the ondary circuit of which is controlled by contact 133 of relay H and also by the fr points of contacts 135 of relay M and 134irelay L, it being remembered that rcla L and M are energized while the we? bound train is in section C-l).

Assuming now that an eastbound train enters section DA, the supply of local current is derive, from transformer N the secondary circuit of which is controlled by contact 136 of relay H Relays L and M are both energized, so that the local circuit includes the front points of contact 137 of relay L and 138 of relay M.

Similarly, in section AB, the supply of local current is furnished by transforn'ier N through front points of contacts 130 of relay L and 128 of relay M in section C, local current is supplied by transformer N the secondary circuit for which includes the front point of contact 110 of re lay M and front point of contact 112 of relay L both of which relays are energized while the train is in this section. The primary of transformer N is supplied with current form transformer J and this primary circuit is controlled by relay H and also by contact 189 of track relay T The primary circuit for transformer N is similar in all respects to the primary circuit hereinbefore traced for transformer N. In section (3-1) the local current is suppliedby transformer N through back points of contacts 135 of relay M and 134 of relay L, both of which relays remain de energized.

One important feature of the apparatus shown in Fig. 2 is the control of transilormer N by pole changing contacts in re-, lay HI, and the simiiar control oi transformer N by pole changing contacts in re lay H. By virtue of this control I am cnabled to govern the indications given aboard a train in section BC in accordance with indications given by wayside signals S and S.

Althouo I have herein shown and described only one form of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination, a stretch of railway track over which trafllc. moves in both directions including a section B'C, a track relay for said section, a source of track circuit cur rent at the west end of the section normally connected with the rails and a source of track circuit current at the east end of the section normally disconnected from the rails oi? the section, an eastbound signal located at the west end of said section, a line relay for controlling said signal and for normally also controllin a signal in the rear, means tor controlling said line relay by the track relay for said section andby a train up to a certain point to the east of said section, a normally tie-energized stick relay at the west end of said section arranged when energized to remove said line relay from control of said signal in the rear, means for energizing said stick relay when an eastbound train enters the section a d for subsequently keeping it energized until said line relay becomes ised, an auxiliary relay at the west end or T 'l section controlled by a front contactof said stick relay and a back contact of a track relay for said section whereby said auxiliary relay becomes energized only when an eastbound train enters the sectionand be- (3011108 lo-energized as soon as such train leaves the section, a repeater relay at the east end of said section and controlled by said auxiliary relay, and means operating when said auxiliary and repeater relays are closed to disconnect the source of track circuit current at the west end from the rails of the section and to connect the source at the east end with the rails of the section.

2. In, combination, a stretch of railway track over which traiiic moves in both directions and including a section B-C, a stick relay and an auxiliary relay for said section, means for operating said stick relay when a train moving in one direction enters the section and for keeping it in operated. condition until the train passes a given point beyond said section, means for operating said auxiliary relay onlywhen a train moving in the same direction occupies said sec-- tion, signaling means controlled by said stick relay, and a reversible track circuit for said section controlled by-said auxiliary relay. a

3. In combination, a stretch of railway track over which traffic moves in both directions and including a section BC, a stick relay and an auxiliary relay for said section, means for operating said stick relay when a train moving in one direction enters the section and for keeping it in operated condition until the train passes a given point beyond said section, means for operating said auxiliary relay only when a train moving in the same direction occupies said section, a signal for said section, a line relay controlling said signal and normally also controlling a signal in the rear, means etl'ective when said stick relay is in operated condition to remove said line relay from control of the signal in the. rear, and a reversible track circuit for said section controlled by said auxiliary relay.

4. In combination, a stretch of railway track over which traiiic moves in both directions and including a section BC, a stick relay and an auxiliary relay for said section, means for operating said stick relay when a train moving in one direction enters the section and for keeping it in operated condition until the train passes a given point beyond said section, means for operating saidauxiliary relay only when a train moving in the same direction occupies said section, signaling means controlled by said stick relay, a sourceof track circuit currentat each end of said section the first source being normally connected with the track rails and the second source being normally disconnected from the rails, and means ef- -tective when said auxiliary relay is in operated condition for disconnecting the firstv source from the rails and connecting the second source with the rails of the section.

In combination, a stretch of railway track over which tratfic moves in both directions and including-erection BC, a stick relay and an auxiliary relay for said section, means for operating said stick relay when a train moving in one direction enters the section and for keeping it in operated condition until the train passes a given point beyond said section, means for operating said auxiliary relay only when a train moving in the same direction occupies said sec tion, a signal for said section, a line relay controlling said signal and normally also controlling a signal in the rear, means eflectwo when said stick relay is in operated condition to remove said line relay from lull lib

control of the signal in the rear, a source of track circuit current at each end of said section the first source being normally connected with the track rails and the second source being normally disconnected from the rails, and means effective when said auxiliary relay is in operated condition for disconnecting the first source from the rails and connecting the second source with the rails of the section.

6. In combination, a section of railway track, a transformer for supplying local train controlling current to said section, a relay controlled by trailic conditions in advance of said section and having a contact included in the secondary circuit of said transformer for connecting said secondary with at least one rail throughout the section or through a portion only of the section, and other contacts of said relay included in the primary circuit of said transformer for varying the instantaneous relative polarity of the current supplied to said section.

7. In combination, a stretch of railway track comprising a rear and a forward section, a track circuit for said forward section, a relay controlled by traffic conditions in advance of said forward section, a transformer for supplying local train controlling current to said rear section, a primary circuit for said transformer controlled by said track circuit, and a pole changer included in said primary circuit and comprising contacts of said relay.

8. In combination, a stretch of railway track comprising a rear and a forward section, a track circuit for said forward section, a transformer for supplying local train controlling current to said rear section, a primary circuit for said transformer controlled by said track circuit, and a relay controlled by tratlic conditions in advance of said forward section and operating to reverse the instantaneous relative polarity of the current supplied to the primary of said transformer.

9. In combination, a stretch of railway track over which traffic moves in both directions, three signals S, S and S for governing trafiic in one direction through said stretch, three signals S S and S for governing traffic in the other direction through said stretch, the intermediate signals being staggered and having a track section BC between them, a transformer for supplying local train controlling current to said section B C, a primary circuit for said transformer controlled by traffic conditions between signals S and S, and a line relay functioning to control signal S and to also reverse the instantaneous relative polarity of the current in the primary circuit of said transformer.

10. In combination, a stretch of railway track over which traffic moves in both directions and im-luding a. section P C, a stick relay and an auxiliary relay for said se tion, means for operating said sticl: relay when a train moving in one direction enters the section and for keeping it in operated condition until the train passes agiven point beyond said section, means for operating said auxiliary relay only when a train moving in the opposite direction occupies said section, signalling means controlled by said stick relay, and means controlled by said auxiliary relay for supplying local current to said section.

11. In combination, a stretch of railway track over which trafiic moves in both directions and including a section BC, a stick relay and an auxiliary relay for said section, means for operating said stick relay when a train moving in one direction enters the section and for keeping it in operated condition until the train passes a given point beyond said section, means for operating said auxiliary relay only when a train moving in the opposite direction occupies said section, a repeater relay operated only when said auxiliary relay is operated and said section is occupied, signalling means controlled by said stick relay, a local circuit for governing traffic in one direction through said section and closed only when said stick relay is operated and said auxiliary and repeater relays are normal, and a second local circuit for governing traffic in the other direction through said section and closed only when said auxiliary and rr-ipeater relays are operated.

In testimony whereof I a'tl ix my signature.

RONALD A. lifoCANN. 

